Device for supplying fuel to internal-combustion engines



March 10, 1925. i,528,779

F. MULLER DEVICE FOR SUPPLYING FUEL T0 INTERNAL COMBUSTION ENGINES 3 Sheets-Sheet 1 Filed Aug. 9, 1921 I March 10, 1925.

F. MULLER DEVICE FOR SUPPLYING FUEL T0 INTERNAL COMBUSTION ENGINES 3-Sheets-Sheet 2' may/V m J m J E E E I 9 Q ,E E N m E F B H/ R A E w 5 N L y .1 E rllPlITlII i m mfl n wx mmfi i hwiililll 1 MB N n n C I u 71 m u d 5 wD March 10, I925. 1,528,779

F. MULLER DEVICE FOR SUPPLYING FUEL T0 INTERNAL COMBUSTION ENGINES Filed Aug. 9; 1921 3 Sheets-Sheet 3 :H: 4

\A/flfiasses WA Patented Mar. 10, 1925. i

UNITED STATES FRIEDRICH M'U'LLER, OF VIENNA, AUSTRIA.

DEVICE FOR SUPPLYING FUEL TO INTERNAL-COMBUSTION ENGINES.

' Application filed. August 9, 1921. Serial No. 491,008.

Gamma ummn ma raovrsron's or ran ACT or MARCH 3, 1921,41 star. I.., 1313.

To all whomit may concern:

Be it known that I, Fnmomorr MiiLLaR, a citizen of the Republic of Switzerland, residing at TV Prinz Eugenstrasse 80, Vienna, Austria, have invented a Device for Supply: ing Fuel to Internal-Combustion Engines (for which I have a plied for patents as follows: Austria, filed Sept. 25, 1917 Germany,

filed June 22, 1920; Hungary, J une' 26, 1920 Czechoslovakia, Aug.. 6, 1920 Poland, Oct. 23, 1920; Switzerland, March 29, 1921; Italy, March 29, 1921; Belgium, March 30, 1921; France, March 31, 1921 and England, April 18, 1921), of which the following is a specification. Y

The invention relates to internal combustion-engines having fuel pumps, which work at very hi h'speeds, such for instance as the engines o power driven vehicles. The ob: ject of the invention is to provide for a correct supply of fuel to the working cylinders, even atthe highest speeds occurring in prac-, tice and to ensure such supply. The fuel pump, when it goes beyond a certain speed limit, works inaccurately and irregularly. The pump valves do not open and close at the ri ht time as the valve springs are not capab e of overcoming the forces set up b the inertia of the valves due tothe rapid a ternations in the direction of motion and as the column of fuel sucked up by the pump does not keep pace with the piston movement. The quantities of fuel delivered at each delivery stroke will therefore differ and consequently there will be a diminution in the output and the engine will run jerkily.

The invention consists in the number of delivery strokes of the fuel pump being smaller than the number of fuel injections or the number of revolutions of the engine, for which both continuously running pumps quantities of fuel vice makes it possible to use only one pump or one pum piston, even with multi-cylinder engmes,.provided that the diameter and stroke are sufficiently great. By this means. the construction of the pump is simplified and more particularly the number of pump valves will be considerably reduced.

According to the invention at any load and at any speed of the engine the fuelwill be distributed to the separate cylinders in a very accurate and uniform manner. Owing to thev smaller number of strokes of the pum the valves alwaysopen and close at the right moment and the sucked up column of fuel is able to followthe pump piston, even at the greatest number of revolutions occurring in practice.

In the accompanying drawings three constructional examples of the invention are shown.

Figs. 1 and 2 are sectional views eachshowing a fuel pump with a measuring device and Fig. 3 is a sectional view of a special modification of a measuring device.

Figure 4 is a fragmentary section of a pump and accumulator wherein regulation is by means of a controlled suction valve instead of-a variable strokepump piston.

Figure 5 is a section on the line of Fi ure 4. i

ln Figure 1 :1 is the fuel pump, 2 the pump'piston, 3 the fuel pressure space, in

which the fuel is put under pressure by a spring loaded piston 41. The fuel is conveyed during the suction stroke of the pump, which, in the example shown in the drawing, is effected automatically by means of a spring 10, through a pipe 11 into the pump space 12 and during the compression stroke. by means of a pressure valve, 12, into the pressure space 3, which always contains a greater amount of fuel than is necessary for one delivery stroke of the pump. The de livery stroke of the pump takes place for instance directly by means of a cam 14, which is fixed onthe driving shaft 13 and the inclined surface 15 of which presses on a roller 16 mounted on the pump piston and thereby moves the piston in the downward direction. Y

The fuel is pressed in the pressure space 3 by the spring loaded piston 4 and the latter is moved n the upward direction by the fuel. Through this motion one arm of a double-armed lever' 17 is raised, which limits the stroke of the pump piston 2, the stroke becoming less in pro ortion as less fuelisusedin the engine. Ont efuel delivery pipe 18 being cut off, the spring loaded piston 4 comes into its'extreme position, in which the stroke of the piston is equal to zero and the engine is thrown out of operation. By turning a hand lever 19 to the left the iston 4 can be fixed in this position. W en starting, the lever 19 is again put into the position shown in the drawing and the fuel will immediately be under the injection pressure. If, when starting, there is no fuel in the pump, the pump may be operated by means of the lever 17, which can be'fitted with a handle, and the pressure space 3 will be filled with fuel.

The fuel pump delivers the fuel to a measuring device 5, which distributes the fuel in equal quantities to the working cylinders, which are connected to the measuring device. In the example shown in the drawing the measuring device is fitted for this purpose with chambers 20, 21, 22 and 23, which can take in a variable amount of fuel and the number of which is equal to the number of working cylinders or may be less than this number. These chambers take in the required amount of fuel before" 11 jection valves lifting, the fuel will be forced by the piston action into the working cylinder. The regulation is effected by a separate or joint displacement of the stroke limiting means of the spring loaded pistons 6, 7, 8 and 9, the length of stroke of which can be varied, for instance by an eccentric shaft 25, which is adapted to be turned by the hand lever 24. The pistons move in the downward direction only as far as the said shaft allows. In the position shown in the drawing, in which the engine is out of operation, the eccentric shaft 25 prevents any fuel being taken in, the pistons being in their inner extreme position, therebyclosing the fuel delivery pipe in the manner of valves. The more the shaft is turned out of the position shown, the further can the spring loaded pistons move outwards and the greater will be the amount of fuel injected.

In the example shown in the drawing the supply of fuel to the measuring apparatus is controlled by a rotary valve, which in the drawing is formed by the driving shaft 13 of the pump. The valve has a bore 26, which communicates with the fuel delivery pipe 18 and from which the holes 27', 28, 29 and 30, leading to the piston spaces, branch off. The piston spaces are filled with fuel at the moment in which these holescommunicate with'the ducts leading to the piston seats. The fuel is caused to pass into the working cylinders through the action of the springs loading the pistons on the liftin of the control valves 31, 32, 33 and 34, w ich can at the same time be used as injection valves.

Fig. 2 shows a pump having a float for regulating the output, which is formed as a pressure regulator for varying the output of the pump, either by varying the stroke of the pump or by altering the time during which the suction valve of the pump is open. a is the plunger of the pump, 6 the fuel compression space and c the float. The plunger of the pump is positively operated during the suction stroke by a cam g, which is fixed on the driving shaft e and acts on a lever f, and during the delivery stroke automatically by a spring h. The float 0 in the fuel compression space is intended for varying the stroke of the pump plunger. Upon the motion of the fuel in the compression space increasing, the float will force a lever 71, up, whereby the stroke of the pump will be limited in accordance with the output of the engine. The fuel is fed to the combustion spaces through a measuring device, which is formed as a throttling valve 03, according as this valve is more or less opened by a hand wheel k, corresponding to the power required, a greater or less quantity of fuel will pass into the working cylinders.

In the constructional example according to Figure 3, the measuring device consists of a rotary valve fitted between the injection valve and the injection ducts. The injection valve is marked A, the rotary valve B and the valve casing C. The injection valve rotates and is driven by-worm wheels D and E. The supply of fuel, which flows to the point of injection through the bore F in the valve body, is controlled at the valve seat by the bore G leading to the valve seat being caused to communicate during the injection period with the holes H and K in the rotary valve and with the injection ducts L and M. In order to regulate the quantities of fuel passing from the pump to the working cylinders, the rotary valve B is turned by means of a hand lever N. This turning causes a reduction of the passage for the fuel between the valve and the injection ducts and consequently a throttling of the fuel. This movement can also vary the beginning and the end of the injection periods or the time during which the valve is open, according to the direction in which the rotary valve is turned relatively to the injection valve.

The modification of Figures 4 and 5 is intended to illustrate a control of the pump deliveries by means of a controlled suction valve rather than by means of the variable stroke pump illustrated in Figure 1. Like parts in the figure bearlike numbers. In-

Having now particularly described and ascertained the nature of my said invention and in-what. manner thesame is to be 'performed, I declare that what I claim is 1. In a fuel-supply for multi-cylinder engines, the combination of a fuel-pump, a main pressure-reservoir co-operating therewith, an auxiliary metering pressure-reservoir of variable capacity adapted to communicate with said main pressure-reservoir and with the engine-cylinders, and automatic valve-means ,controlhng the timing of the passage of fuel from. said main pressure-reservoir to said auxiliary pressure-reservoir. k a

2. In a fuel-supply for multi-cylinder engines, the combination of a fuel-pump, a main pressure-reservoir co-operating therewith, reservoir of variable capacity adapted to communicate with said main pressurereservoir and with the engine-cylinders, automatic valve-means controlling the distribution of fuel from said main pressure reservoir to said auxiliar pressure reservoir, and independent va ve means adapted to control the passage of fuel from said auxiliary pressure-reservoir to the enginecylinders. I

3. In a fuel-supply for multi cylinder engines, the combination of a fuel-pump, a main pressure-reservoir co-operating there with, an auxiliary metering pressure-reservoir ofvariable capacity adapted to communicate with said. main pressure-reservoir, and comprising a plurality of independent pressure-chambers, each of which is adapted to co-operate with its respective engine-cylinder, and automatic valve-means controlling the distribution of fuel from said main pressure-reservoir to said pressure-chambers, successively.

4. In a fuel-supply for multi-cylinder engines, the combination of a fuel-pump, a main pressure-reservoir co-operating therewith, an auxiliarymetering pressure-reservoir of variable capacity adapted to communicate with said main pressure-reservoir, and comprising a plurality of independent pressure-chambers, each of which is adaptan auxiliary metering pressureed to co-operate with its respectiveenginecylinder, automatic valve-means controlling the distribution of fuel from saidmain pressure-reservoir to said pressure-chambers, successively, and independent valve-means ada ted to control the, passage of fuel-from sai pressure-chambers, successively, to their respective engine-cylinders.

5. In a fuel-supply for multi-cylinder engines, the combination of a fuel-pump, a main pressure-reservoir co-operating there with, an auxiliary metering pressure-reservoir of variable capacity adapted to communicate withsaid main pressure-reservoir and with the engine-cylinders, automatic valve-means controlling the distribution of fuel from said main pressure-reservoir to said auxiliary pressure-reservoir, and independent valve-means adapted to control the passage of fuel from said auxiliary pressure-reservoir to the enginecylinders, said independent valve-means constituting the. fueLinjectionvalves of. the engine-cylinders.

6. In a fuel-supply for multi-cylinder engines, the combination of a fueLpump, a main pressure-reservoir co-operat-ing therewith, an auxiliary metering pressure-reservoir of variable capacity adapted to com municate with said main pressure-reservoir, and comprising a plurality-of independent pressure-chambers, each of which is adapt-s.

ed to co-operate with its respective engine, cylinder, automatic valve-means controlling the distribution of fuel from said main pressure-reservoir to said pressure chambers, successively, and independent valvemeans adapted to control the passage of fuel from said pressure-chambers, successively to their respective engine-cylinders, said independent valve-means constituting the fuel-injection valves of the engine-cylinders. t

7. In a fuel-supply for multi-cylinder engines, the combination of a fuel-pump. a main pressure-reservoir co-operating therewith, an auxiliary pressure-reservoir adapt ed'to communicate with said main pressurereservoir, and comprising a plurality of independent pr'essure-chambers, each of which is adapted to co-operate with its respective engine-cylinder, means for adjusting the capacity of said pressure-chambers, and

automatic valve-means controlling the distribution of fuel from said main-pressurev adjusting the capacity of said pressure chambers, and automatic valve-means controlling the passage of fuel from said main pressure-reservoir to said auxiliary pressure-chambers, successively.

9. In a fuel-supply for multi-cylinder engines, the combination of afuel-pump, a main pressure-reservoir co-operating therewith, an auxiliary pressure-reservoir adapted to communicate with said main pressurereservoir, and comprising a plurality of independent pressure-chambers, each of which is adapted to co-operate with its respective engine-cylinder, a spring-pressed piston in each ressure-chamber, and valve-means contro ling the passage of fuel from said main pressure reservoir to said auxiliary pressure-chambers, successively.

10. In a fuel-supply for multi-cylinder engines, the combination of a fuel-pump, a main pressure-reservoir cooperating therewith, an auxiliary pressure-reservoir adapted to communicate with said main pressurereservoir, and comprising a plurality of independent pressure-chambers, each of which is adapted to co-operate with its respective engine-cylinder, a spring-pressed piston in each pressure-chamber, means for adjusting the play of said istons, and valve means controlling the passage of fuel from said main pressure-reservoir to said auxiliary pressure-chambers, successively.

11. In a fuel-supply for multi-cylinder engines, the combination of a fuel pump, a main pressure-reservoir co-operating therewith, an auxiliary pressure-reservoir adapted to communicate with the engine-cylinders, a valve controlling the passage of fuel from said main pressure-reservoir to said auxiliary pressure-reservoir, and a driving-shaft operating the pump on the workin stroke thereof, said valve being carried y said driving-shaft.

12. In a fuel-supply for multi-cylinder engines, the combination of a fuel-pump, a main pressure-reservoir co-operating therewith, an auxiliary pressure-reservoir ada ted to communicate with the engine-cyhnders, a valve controlling the passage of fuel from said main pressure-reservoir to said auxiliary pressure-reservoir, and a rotory driving-shaft operating the pump' on the working stroke thereof, said valve being formed on one end of said driving-shaft.

13. In a fuel-supply for multi-cylinder engines,'the combination of a fuel-pump, a

main pressure-reservoir co-operating therewith, a spring-pressed piston in said main pressure-reservoir, an auxiliary pressurereservoir adapted to communicate with the engine-cylinders, a valve controlling the passage of fuel from said main pressurereservoir to said auxiliary pressure-reservoir, a driving-shaft for operating the pump on the working stroke thereof, and a lever connected with said piston and with the pump-piston for automatically varying the suction-stroke of the latter.

14. In a fuel-supply for an internal-combustion engine, the combination of a fuelpump, a main pressure-reservoir cooperating therewith, an auxiliary pressure-reservoir adapted to communicate with said main pressure-reservoir and with the engine-cylinder and automatic mechanism for isolatingthe auxiliary pressure-reservoir from said main pressure-reservoir and from the engine cylinder, alternately.

15. In a fuel-supply for multi-cylinder engines, the combination of a fuel-pump, a main pressure-reservoir co-operating therewith, means in connection with said reservoir adapted to control the volume of fuel supplied by said pump an auxiliary pressure-reservoir adapted to communicate with said main pressure-reservoir and comprising a plurality of independent pressure-chambers, each of which is adapted to co-operate with its respective engine-cylinder, and spring loaded pistons in said auxiliary pressure-chambers for placing the fuel therein under pressure, independently of the main pressure-reservoir.

16. In a fuel-supply for multi-cylinder engines, the combination of a fuel-pump, a main pressure-reservoir co-operating therewith, an auxiliary pressure-reservoir adapted to communicate with said main pressurercservoir and'comprising a plurality of independent pressure-chambers, each of which is adapted to co-operate with its respective engine-cylinder, spring loaded pistons in said auxiliary pressure-chambers for placing the fuel therein under pressure, independently of the main pressure-reservoir, and means for controlling the distribution of fuel from said main pressure-reservoir to said auxiliary pressure-chambers, successively.

Vienna, Austria, July 18, 1921.

FRIEDRICH MULLER. 

